Trolley-controlling apparatus.



PATBNTED SEPT. 11, mos.

A v F. E. CASE; rRoLLnY CONTROLLING APPARATUS.

APPLIUA'I'ION FILED MAR-.10, 1905.

' 2 BHEETS-SHEET 1 Witnesses. I lfiventcov f AWz/zA Frank E. use. Mm b -M BIO-830,568.. PATENTED SEPT. 11, 1906.

F; E. CASE. TROLLBY CONTROLLING APPARATUS.

APPLICATION FILED MAR.10,1905.

lnvehbor-: Frank E- Case,

Witnesses.

tady,

"UNITED STATES CASE, OF SCHENEOTADY,

ELECTRIC COMPANY, A CO PATENT OFFICE.

NEW YORK. ASSIGNOR To GENERAL RPORATION on NEW YORK.

TROLLEY-CONTROLLING APPARATUS.

inc. 830,568.

Specification of LettersPatent.

Patented Sept. 11, 1906.

Application filed March 10, 1905. Serial No. 249.376.

I operate one portion of a railway by means of to'means for automatically retracting a curcurrent supplied by a. third rail arranged near the road-bed and another portion bymeans of current carried by an overload conductor or trolley-wire; It is customary to arrange the current-collecting devices so that one or both may be retracted when not employed in collecting currents.

In one aspect the present invention relates rent-collecting device when the car or train approaches a point at which'the collecting device is no longer in service, all the parts of operative positions.

' valve is less than that required to cause the In another aspect the present inventionmay be considered as consisting of a pneumatically-controlled current-collecting device which is automatically retracted when the car ortrain reaches a predetermined point on the track.

In another aspect the present invention relates to a novel form of valve mechanism applicable particularly to pneumatic trolley apparatus. 1

To the above ends I have associated with a pneumatically controlled current collecting device a motormans valve arranged to alternately connect the immediate controlling means for the collecting deviceto atmosphere and to a suitable sourceof compressed air. The valve is moved from its normal position,

in which it exhausts the air from the control-' ling mechanism against the tension 'of a spring and is locked in its operative position "by means of a suitable catch. This catch is so arranged that it assumes its retracted position whenever the pressure within. the main rea containing the several ports, and Fig. plan view of collecting device to be moved to its operative pos tion. Therefore as long as no airisbeing supplied to the valve-it will always return to its normal or off positio runless-nianually held in its working position. At the point at which it is desired to retract the current-collecting device there is arranged in proximity to the roadway a stop which operates to open a small valve upon the car, and thereby exhaust the air from the catch-controlling device. to permit the main valve to be returned to its ofi ppsition by means of its spring. Upon 0 'ng its off position the main valve exhausts the air from the controlling mechanism for the current-collecting device, and the The catch is thereupon retracted so as current-collecting device is retracted.

th1s arrangement the motormans valve is left Im its normal position, so that in order to again operate the current-collecting device the valve is simply turned from its off to its &

running position. g a

The present invention will be more clearly understood and further objects thereof will be apparent from the following description thereof. the apparatus returning to their normal in- A preferred form'of the presentinvention is illustrated in the accompanying drawings,

in which.

Figure 1 shows a single car equipment and the stop for automatically retracting the trolley; Fig. 2- shows in cross-section the pilot-valve mechanism which is controlled the fixed stop. Fig. 3 is a vertical cross-section ofthe motormanfs valve. Fig.- 4 is a plan view of thatiportion of the valve-casing 5 is a the movable member of the motormans valve. 7

. Similar reference characters w1ll be used throughout the specification and drawings to indicate corresponding parts.

Reference being'had to Fig. 1, Tis the current-collecting device, represented as one which is adapted to be mounted upon the roof of a car or locomotive in order to'make contact. with an overhead conductor or trol'-, ley-wire X. M M are two motormens valves, preferably arranged at opposite ends of the car or locomotive and a'j electric controllers C'Cf A is an air-compressor supplying airto a suitable'reservoir;

acent the I This mechanism, which in itself forms no part of the present invention, consists briefly. .5.

of a shell t, near the upper end of which are pivotal-1y secured, as at 4 4, a pair of levers or gsets of levers 5 5, to the outer end of each of which is .pivotally secured, as at 7, a lever 8.-

}The's'everal levers 8 carry at their upper ends "the contact-shoe 11, the lower ends of the levers'being connected, respectively, with the levers 5, near the fulcrums 4 of the latter levers,by means of the'springs 13. It is evident that when otherwise free the springs 13 draw the levers 7 and the levers 8 toward each other and cause the collector-shoe 11 to rise.

The collector-shoe is normally held retracted, however, by means of a T-head 24, carried at the upper end of a rod 25 and adapted when moved downward to engage near the ends of its arms with pieces 26,. extending from the levers 5. Therod 25 is normally forced downwardly by a heavy compressionspring 29,-:bearing at one end against the upper end w of the cylinder and at its other end against apiston 31, secured to-the lower end of the rod -25. When air is admitted from the pipe 2 to the cylinder 30, the piston 31 is forced upwardly, disengaging the arms of the mem ber 24 from the members 26 and permitting the springs 13 to raise the collector-shoe. When either of the valves M is operatedto admit air to the collector-shoe mechanism, the valve is maintained in its operative position against the tension of a spring by means of a pneumatically-actuated catch which will be hereinafter described. A pipe 3' communicates with the catch-actuating mechanism of each of the valves M M, and by exhausting pressure from this pipe when one of the valves is in its operative position the catch ,isretracted and the spring in the valve throws the valve to its ofi osition, exhausting the air from the cylinder 31' and causing. the {spring 29 to force the collector-shoe 11 downwardly. A- branch 3 to p1pe 3 leads to the ilot-valve mechanism 32, supported on a racket 33, which is secured to the carin such a position that an oscillating member 34, .pivotally secured to the bracket at 35 may ride up on a short sectionpf rail 36, which may be separate from the tliiid rail and 1s prefers-bl arranged adjacent the track. The pi ot-fvalve mechanism is shown in Fig. t The valve proper consists of a casing 37, into which the pipe 3 opens.- The casing 37 is provided with an opening 33, connecting the interior of the casing with the atmos phere. Normally this opening is closed by means of a spring-pressed valve 39, which bears against a seat 40 in the interior of the casing and shuts off the interior of the casing from the opening 38. The oscillating shoe is provided with an upwardly-projecting arm 4] which is preferably yieldingly pivoted thereon, as at 42, and held in its normal position by means of a spring 43. The arm 41 carries near its upper end a roller 44, which is adapted to engage with a head 45, arranged upon the projecting stem of the valve 39. Normally the shoe 34 is depressed by means of the spring 46 until the shoulder 47 upon the shoe comes into contact with the bracket 33. 'In this position of the shoe the roller 44 is held out of engagement with head 45, and consequently the valve 39 remains seated hen, however, the shoe 34 rides up on the rail 36, a. sufhcient oscillation of the shoe is produced to force the roller 44 against the head 45 on the valve-stem and unseat the valve, as shown in Fig. 2. As soon as the shoe 34 passes from the rail 36 it is again forced downwardly through the action of the spring 46 and the valve 39 again seats itself,

so that when the motormans valve is again turned to its working position there is no communication between the catch-actuating means and the atmosphere. The ends of the rail 36'are preferably inclined, as shown, so that the rise and fall of the shoe 34 will not be too abrupt.

The construction of the motormans valve is clearly illustrated in Figs. 3 to 5. The valve-casing V may be of any suitable form, having a valve-seat 48, within which are arranged ports 49, 50, and 51, connected, respectively, to the pipe 1 leading from the reservoir, pipe 2.1eading to the collector-shoe mechanism, and to the atmosphere. The movable member of the main valve may consist of disk 5-, having connected ports 53' and 54 so arranged that when the opeatin handle m occupies the position shown in in 1 lines in 'Fig. 4 the ports 53 and'54 serve to connect together the ports 49 and 50 namely, to connect the operating mechanism for the current-collecting device to the reser- V011. shown in dotted lines in Fig. 4, the ports 53 and 54 connect ports 50 and-51 together namely, connect the collector-shoeoperating mechanism to atmosphere. The first of these positions is the working position and the second the oil position of the valve. The disk valve 52 may be operated in any suit able manneras for instance, by means of. a.

spindle 55, connected ,to the disk by means of tongue 56 and groove 57, the spindle being in turn connected directly to the handle m. A spring 58, arranged between spindle and When the handle occupies the position ceases valve," serves ito force the valve firmly to its seat, while the valve is maintained centered by means of a centering-pin 59, extendingfrom-rthevalve .into a seat 60 iii the casing. The handle m is provided with an elongated downwardly-projecting sleeve 61,

, ,gages with alug 66 on the handle.

within which, is arranged a coiled spring 62, having its opposite ends secured, respectively, to the sleeve and to the valve-casing, as at 63 and 64. This spring is so arranged that when the valve is turned to its working position the spring is put under tension in order thatwhen otherwise free the handle is brought to its off position. A reciprocating catch 65 is mounted in the plane which the handle occupies when in its on position andwhen in its operative position en- The catch '65 consists ofa head 67, preferably beveled none side and affording on the other side a uare shoulder for receiving the lug 66, said beingformed upon or secured to the, 'Ql l per end of the stem 68.

The stem 68,

j-which may be held against rotation by means of a pin 73, operating in ways 74, projectsv downwardly into a chamber 69 and carries at its lower end at piston 70, which fits the chain-- ber 69 snuglyp Av small passage 71 leads from the chamber'69 at a point beneath the piston 70 to the passage 72, leading from the port to the pipe 2, and a larger passage 75 beneath the. piston 70 connects the chamber 69 to the pipe 3. It is evident tlljat by reason of the passage 71 the ultimate condition-within the chamber 69 will be the same as that within the cylinder 30 of the collector-shoe mechanisnrnamely, when the main valve is turned toits off position any pressure which may exist within the chamber 69 will. be dissipated through the passage 71, passage 72, ports 50, 53, 54, and 51 to atmosphere, while, on the other hand, when the main valve is moved to its on position, supplying air to'the collector-shoe mechanism, air will also'pass into the chamber 69and will raise the pressure therein and in the pipe 3. Consequently when the main valve is turned to. its on position compressed air is supplied to the chamber 69 at a point beneath the piston 7 O, and the piston will be forced upwardly until head 67 engages with the lug 66 on the handle m. The valve is thus maintained in its on or working position against the tension of the spring until the catch is again retracted. 4

When the car or locomotive approaches the point at which the collector-shoe is to be retracted, the air in pipe 3 is exhausted in a v releasing the handle m and permitting the spring 62 to throw the valve to its off poism by reason'of the smallness of the passage 71; but the exhausting of the air from the trolley mechanism is quickly accomplished by means of the main valve as soon as itreaches its off position.

In case it is desired to return the motormans valve to its inoperative position without first exhausting the air from the pipe 3 the catch 65 may be depressed by means of a pin 77, slidably arranged in the handle m, adjacent the lug 66. A lever 78, pivoted to the handle at 79, engages with the upper end of the pin 77 and by depressing the end of the lever the pin is forced downwardly, carrying the catch with it until the lug 66 is free there-- from whereupon the handle may immediately resume its ofl position.

Although I have described in detail only one form of the present invention, I do not desire to limit the present invention to the particular form illustrated, since in its broader aspects the present invention may be'embodied in various forms.

What I claim as new, and desire to secure by Letters Patent of the United States, is-

1. In curren t-collecting' apparatus for electric railways, a current-collecting device, controlling means therefor including a manuallycontrolled member, and means controlled by the engagement of a device carried by the car and a device located adjacent the roadway for causing said manually-controlled member to assume a definite position.

2. In a current-collecting apparatus for electric railways, .a current-collecting device,

means controlled by a member under the conmember for retracting said current-collecting device, automatic actuating means for the said member, and means controlled by the engagement of a device carried by the car and a device arranged adjacent the roadway for controlling said automatic actuating means.

4. In current-collecting alpparatus for elec tric railways, a current-co ectin device, a motorm'ans valve, means contro led by'the motormans valve for operating said currentcollecting'device, automatic actuating means for said motormans valve, and means controlled from a point adjacent the roadway for controlling said automatic actuating means.

5. In current-collecting apparatus for elec tric railways, a current-c0 means includlng a motormans valve for reecting device,

. pneumatically-actuated means for controlling said current-collecting. device, a motorman's valve for connecting said pneumatically-actuated means to a source of supply of compressed air or to exhaust the same, means for causing said valve to move automatically to the exhaust position, and means controlled from a point adjacent the roadway for controlling the automatic operation of the valve.

7 In current-collecting ap aratus for electric railways, a current co lecting device, pneumatically-actuated means for controling said current-collecting device, a valve controlled by the motorman and having on and ofi positions, means for causing said valve to move automatically from the on position to the ofl' position, and means controlled from a point adjacent the roadway for controlling. the automatic movement of the valve.

8. In current-collecting ap aratus for-electric railways, a current co lecting device, pneumatically-actuated means for controling said current-collecting device, a valve controlled bythe motor-man and having on and off positions, the arrangement being such that the valve normally tends to assume its off position, means for locking said valve in its on position, lock-releasing means, and means controlled from a point ad'acent the roadwayfor controlling said 100 -releasing means.

9. In current-collecting ap aratus for electric railways, a current co lecting device, neumatically-actuated means for controling the same, a main valve adapted when in one position to connect said pneumaticallyactuated means to a source of supply of compressed air and when in another position to exhaust the same, the arrangement being such that the valve tends normally to return to the exhaust position, a catch for holding said valve out of its exhaust osition, means including a valve for control ing said catch, and means arranged adjacent the roadway for operating said latter valve.

10. In a valve mechanism, a main valve, a pneumaticallysactuated catch for said valve, and means for admitting com ressed air to the catch-actuating means w en the main valve is moved to a certain position.

11. In a valve mechanism, a main valve tending normally to assume its inoperative position, a catch for holding said valve 1n an operative position, pneumatically-actuated operating means for said catch arranged to move said catch into locking position only ceases when compressed air is being supplied to the main valve.

12. In a valve mechanism, a main valve, a spring arranged to hold the valve in its inc erative position, a catch for holding said valve in an operative position against the tension of the spring, pneumatically-actuated operating means for said catch arranged to move said catch into. locking position only when the main valve is being supplied wit compressed air. I v

13. In a valve mechanism having an inletport, an outlet-port and an exhaust-port, a movable member controlling said ports, a lock 'for said movable member, and pneumatic controlling means for said lock in open communication with said outlet-port.

14. In a valve mechanism havmg an inletport, an outlet-port and an exhaust-port, a movable member arranged to connect said outlet-port to said inletort or to said exhaust-port, a lock for sai movable member, and pneumatic controlling means for said lock in open communication with said outlet-port.

15. In a valve mechanism having inlet, outlet and exhaust ports, a movable member ort or to said exhaust-port, the arrangement eing such that the. movable member tends to assume the position in which it connects I for connecting said outlet-port to said inlets the outletport to the exhaust-port, a. catch for locking the said member in osition for connecting said outletport to-sai inlet-port, and pneumatically-actuated contro ling means for said catch in open communication with said outlet-port.

16. In a. valve mechanism having inlet, outlet and exhaust ports, a movable member for connecting said outlet-port to said inletport or to said exhaust-port, the arrangement eing such that the movable member tends to assume the position in which it connects the outlet-port to the exhaust port, a catch for locking the said member in position to said inlet-port, neumatical -actuated controllingmeans ibr said catc in open communication with said outlet-port, and means for manually o crating said catch.

17. In a va ve mechanism having inlet,

18. In' current-collecting apparatnsiior' electric railways, a current-collecting device,

pneumatically actuated controlling means therefor, a motormansvalve norm ally connecting said controlling means to atmosphere and arranged in its operative position toconrnect said controlling means to a source of compressed-fluid supply, aspring tending to hold said valve in its normal position, a catch .for locking said valve in its operative posi- 5ction pneumatic controlling means for said 1 hand this 9th day of March, 1905.

' Witnesses:

BENJAMIN B. HULL, HELEN ORFORD.

catch mcludinga valve, and a stop adjacent the roadway for operating said latter valve.

In'witness whereof I havehereunto set my- FRANK E. CASE. 

